During lane closures in the Minneapolis/St. Paul region a dynamic late merge system reduced confusion and aggressive driving, decreased queue lengths, and reduced congestion.
Made Public Date
03/09/2007

10

St. Paul
Minnesota
United States
Identifier
2007-00318
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Evaluation of 2004 Dynamic Late Merge System

Summary Information

The Minnesota DOT deployed and evaluated a dynamic late merge system (DLMS) for lane closures in work zones in the Minneapolis/St. Paul metropolitan area. The DLMS was comprised of microwave vehicle detectors, three dynamic message signs (DMS) placed 3.25 miles, 1.5 miles, and 500 feet from the beginning of the lane closure, and static orange and black warning signs placed in advance of the work zone. When congestion began to form, the DMS were activated to provide the following lane use instructions:
 

  • STOPPED TRAFFIC AHEAD alternating with USE BOTH LANES (furthest from the taper).
  • USE BOTH LANES alternating with PREPARE TO STOP, MERGE AHEAD, or MERGE 1.5 MILES AHEAD.
  • TAKE TURNS alternating with MERGE HERE.


If traffic speeds fell below a designated threshold, the DMS would display the messages above as well as "SORRY FOR DELAY." If abnormally high speeds were detected, the DMS would display messages such as:

 

 

  • REDUCE SPEED alternating with WORK ZONE AHEAD.
  • REDUCE SPEED alternating with STOPPED TRAFFIC AHEAD.


The DLMS was deployed on I-35 near Lakeville, I-494 in Plymouth, and U.S. Route 52 in St. Paul. The I-35 deployment, which occurred from May to October 2004, included a ten-day "before" period when baseline condition data were gathered. Speed and volume data were collected via microwave vehicle detectors, loop detectors, and visual observations.

When the DLMS was activated in the "after" period, the percentage of drivers utilizing the discontinuous lane increased dramatically. The percentage of vehicles using the discontinuous lane was nearly 60 percent at a location a half-mile from the taper. Discontinuous lane use at the beginning of the lane closure increased from 25 percent during the baseline condition to approximately 50 percent. When traffic demand was heaviest, lane use fell to 30 percent at the taper location.

The DLMS reduced confusion over lane use and the correct place to merge, reduced aggressive driving, and equalized the queue lengths in both lanes. This lane use pattern minimized queue length, reduced the distance traveled in congestion, and improved driving conditions upstream of the work zone. By decreasing the speed differential of vehicles in adjacent lanes, the DLMS also created safer driving conditions.

 

 

The Minnesota DOT deployed and evaluated a dynamic late merge system (DLMS) for lane closures in work zones in the Minneapolis/St. Paul metropolitan area. The DLMS was comprised of microwave vehicle detectors, three dynamic message signs (DMS) placed 3.25 miles, 1.5 miles, and 500 feet from the beginning of the lane closure, and static orange and black warning signs placed in advance of the work zone. When congestion began to form, the DMS were activated to provide the following lane use instructions:
 

  • STOPPED TRAFFIC AHEAD alternating with USE BOTH LANES (furthest from the taper).
  • USE BOTH LANES alternating with PREPARE TO STOP, MERGE AHEAD, or MERGE 1.5 MILES AHEAD.
  • TAKE TURNS alternating with MERGE HERE.

If traffic speeds fell below a designated threshold, the DMS would display the messages above as well as "SORRY FOR DELAY." If abnormally high speeds were detected, the DMS would display messages such as:
 

  • REDUCE SPEED alternating with WORK ZONE AHEAD.
  • REDUCE SPEED alternating with STOPPED TRAFFIC AHEAD.

The DLMS was deployed on I-35 near Lakeville, I-494 in Plymouth, and U.S. Route 52 in St. Paul. The I-35 deployment, which occurred from May to October 2004, included a ten-day "before" period when baseline condition data were gathered. Speed and volume data were collected via microwave vehicle detectors, loop detectors, and visual observations.

When the DLMS was activated in the "after" period, the percentage of drivers utilizing the discontinuous lane increased dramatically. The percentage of vehicles using the discontinuous lane was nearly 60 percent at a location a half-mile from the taper. Discontinuous lane use at the beginning of the lane closure increased from 25 percent during the baseline condition to approximately 50 percent. When traffic demand was heaviest, lane use fell to 30 percent at the taper location.

The DLMS reduced confusion over lane use and the correct place to merge, reduced aggressive driving, and equalized the queue lengths in both lanes. This lane use pattern minimized queue length, reduced the distance traveled in congestion, and improved driving conditions upstream of the work zone. By decreasing the speed differential of vehicles in adjacent lanes, the DLMS also created safer driving conditions.

Evaluation of 2004 Dynamic Late Merge System

Evaluation of 2004 Dynamic Late Merge System
Publication Sort Date
12/28/2004
Author
URS
Publisher
Minnesota DOT

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